Curse of the Last Day

I reached up to the overhead panel and flipped on the taxi light, with pitifully little effect; the beam was swallowed whole by the night. The tarmac was dark and wet, with angry little puddles whipped into foam by raindrops and incessant wind. Low scud clouds scooted overhead, smothering any sign of the impending daybreak and reflecting very little light from the slumbering airport. Taxiway and runway lights cast soggy halos that smudged together in an impressionistic blur, and even yellow signage was indistinct, shrouded in mist. "Geeze, always darkest before the dawn, eh?" I remarked.

"Charlie Four is that way," countered the more practically-minded Rob, pointing to a half-visible sign on my left. I nudged the thrust levers forward an inch, and the 75,000 pound airplane crept forward into the inky void of a deserted Pittsburgh International Airport. It was 6:15am, eastern time.

Ding, dong.

I had groped my way out to Taxiway Bravo when the high-low chime of the cabin interphone sounded. Rob and I exchanged glances as he pressed the answer button on his audio panel. I could only hear his side of the conversation: "Hi, this is Rob...oh, really...okay...no way to turn them off?...oh, I see...okay, I'll tell him." Rob hung up and turned to me in the darkened cockpit. "That was Bill" - our lead flight attendant - "and he says the cabin lights are completely screwed up. They turn off when he turns them on, and vice versa, except that sometimes only half of them do it, and they won't dim." I grimaced - such a typical JungleBus malfunction. In older airplanes, lights just burn out. In this one, they become possessed.

We told ground control we needed to pull off to the side to sort some things out, and he diverted us onto the even darker Charlie deice ramp. I set the parking brake, powered up my cell phone, and dialed Maintenance Control. As I suspected, the only reset procedure for the cabin lights was to power down the airplane and power it back up. This had to be accomplished at the gate. Rob called operations while I gave the passengers the bad news, and then we fumbled our way through the dark back to the terminal.

As expected, a three-minute power reset exorcised our electrical demons, but it took longer to sign off the logbook, re-enter our flight plan and performance data in the FMS, and realign the IRS. By the time we pushed back the second time, 45 minutes late, the clouds had lightened to a grim steely grey. We were engulfed almost immediately after takeoff, and didn't break out into bright sunshine until FL220. We were hoping to make up a little time enroute to LaGuardia, but New York Center slowed us down and then descended us early, back into thick, moisture-laden clouds. It was raining heavily at 10,000 feet; fat raindrops slapped the cockpit windows noisily. The usually spectacular Manhattan skyline swept by unnoticed, dank and sullen, as we strained to see LaGuardia Airport for the Expressway Visual. We spied it seven miles out and were immediately cleared for the sweeping arc around Citi Field that is spectacular fun on a nice day, but a bit stressful when you're struggling to see through the rain. Rob made a fine approach and landing.

After the usual stuttering LaGuardia taxi to the gate, we arrived nearly as late as we departed Pittsburgh. At least the gate agents were motivated for a quick turn: they began boarding within two minutes of the last passenger deplaning. I retrieved the paperwork from the gate podium and returned to the cockpit to begin preparing for our flight to Dallas. Just then a blue-shirted mechanic burst in through the cockpit door.

"We're changing your number four tire. We need everyone off the airplane."

Rob and I exchanged quizzical looks; he had just done the post-flight inspection and had mentioned nothing about a bad tire. "Show me," I said, and followed the mechanic out the door. The tire was indeed fairly bald, with little if any tread remaining in places, but there were no cuts and no cord showing through, which is usually the criteria that prompts a tire change. "They tell us to change them when there's no tread," the mechanic insisted. Fair enough; I wasn't going to argue with a mechanic taking the conservative course of action for once. I returned to the jetbridge to herd all the passengers there back up to the terminal, told the gate agent to stop boarding, then went back to the airplane and made a PA requesting that everyone on board deplane. The frustration on many of the passengers' faces was evident.

Nearly everyone was gone when the mechanic came bounding back up the stairs from the ramp. "We're not going to change it after all!" he exclaimed. "Maintenance control didn't realize you're taking it to Minneapolis today, we're just going to put it on RT for three flight cycles." I thought a minute; long, dry runways were awaiting us in both Dallas and Minneapolis. "Yeah, let's go."

The gate agent threw up his hands and laughed almost manically when I told him we were good to board after all. Bill had a crooked grin on his face when I returned to the airplane. "You know it's the curse of the last day, don't you?" Yeah, the thought had crossed my mind. This was day four of a four-day trip, and we were all eager to go home. It's pretty uncanny just how often that's a recipe for things to go wrong. The vast majority of my diversions and major mechanical events have taken place on the last day of a trip. I'm not very superstitious, but I've almost come to expect it.

But this time, our luck apparently turned.  The tire episode, while frustrating, didn't delay us by much. We still managed a 35-minute turn. After a relatively short-for-LaGuardia 30 minute taxi out, the flight to Dallas was pleasant and, with only 40 knot headwinds, a mere 3 hours 10 minutes long. Dallas gave us a good turn, we didn't get stuck behind any American jets being taxied by the bankruptcy judge, and we made it to Minneapolis only a few minutes late to enjoy the remainder of a stunningly beautiful autumn day at home. Not much of a curse, I thought...this time!

YVR

I haven't made the jump to an electronic logbook just yet. I want to, particularly every few months when I drag out my paper logbook to laboriously copy in entries, but the unenviable task of manually keying in my previous 9000 hours has thus far kept me from making the leap. But if I did have a fancy electronic logbook, I could whip out fun statistics like which airport I've landed at the most. I'm almost certain it's MSP. I suppose PDX and SEA would be close seconds from my time at Horizon, with the various other Alaska and WidgetCo hubs well represented.

But of non-hub airports, I'm guessing that I've flown into Vancouver BC (YVR) the most. It was a frequent Q400 destination from both Portland and Seattle, and it was one of NewCo's very first destinations; we've been flying there nearly continuously since 2007. I've bid it as much as possible, partly because it's one of my favorite destinations, and partly because the distance from Minneapolis makes for efficient pairings.

I've been back in Minnesota nearly five years now, and while I've come to a new appreciation of my native state, I do still miss living in the Pacific Northwest. The flight to Vancouver - across the Rockies near Helena, passing over Spokane, crossing the Cascades by Lake Chelan and descending just south of Mt Baker, then turning northwest over Bellingham - feels like a homecoming. Seeing the jagged peaks and emerald valleys of the North Cascades, the fir-carpeted islets of the San Juans set in the glittering Rosario Straight, and the snowcapped dome of Rainier floating serenely above it all puts a lump in my throat.

The city of Vancouver is one of my favorites anywhere in the world, the very image of what a modern world city nestled between the sea and a rugged wilderness should look like. Yeah, it's expensive, and you have the hassle of customs, and it's a bit of a hike from our crew hotel to downtown - but it feels like we've actually flown somewhere. Waking up in Omaha or Dallas or Louisville, you might as well have been teleported. If the layover is long enough, there's no shortage of things to do in Vancouver, whether it's barhopping downtown or walking in Stanley Park or hiking the Grouse Grind or watching seaplanes take off and land over a pint at the Flying Beaver. Even if you don't want to venture very far from the crew hotel, there's a lot nearby. I've never been bored in YVR.

The other thing about Vancouver is that the airport is quite easy to fly in and out of, considering it's the third largest city in Canada and its airspace is somewhat constricted by terrain and ubiquitous GA traffic. The downwind is seldom longer than 10 miles. They usually land us on 26R/8L, even when coming from the south, making for a short taxi straight into the gate. For some reason they restrict departures to 26L/8R, making for a somewhat long taxi out, but once you get to the runway you seldom wait more than a minute or two to depart. The departure off 26L is always gorgeous, with a big sweeping left-hand turn that takes in views of the Georgian Straight, Gulf Islands, Vancouver Islands, and Puget Sound to the south. Our usual departure takes us right over Mt Baker; I occasionally request a few miles deviation either side and give the passengers a nice view.

I had a regrettably short Vancouver layover last week, but the morning departure was as clear and beautiful as I've ever seen it. The sun was just peeking above the Cascades as we turned eastward, and by the time we were over Mount Baker all the snowy peaks were turned pink in the morning alpenglow. You could see as far south as Mt Adams, despite smoke from fires in that area. This was particularly exciting because that night, after my trip was over, I was flying back west once more for a weekend of hiking, dirt-biking, and beer-drinking with friends in Portland. The Pacific Northwest has had an exceptionally nice late summer; at one point Portland went 53 days without recorded rainfall.

I'd be remiss if I didn't mention one other thing I like about YVR: our ground staff. The rampers, who are contractors and have been through some turmoil the last few years, are diligent, hard-working, and always ready to marshal us in when I taxi up. The WidgetCo gate agents are a friendly, helpful bunch, even for Canadians. Several are even readers of this blog. It's really nice to pull into gate 86 and see a smiling, familiar face at the jetbridge. This was a more common thing when we were a small airline and flew only a few places, but now we have so many destinations - and my trips are so varied - that there aren't many gate agents I'm on a first-name basis with anymore. YVR is a happy exception. 

QRH

Being a morning person is a tremendously helpful attribute in an airline pilot, and I'm just not. Ever since adolescence, I've been a pretty serious night owl, with my peak hours typically occurring between 8pm and midnight. This worked well when I was freight-dogging, and may yet prove fortuitous to flying red-eye transcons and ocean crossings. In my present incarnation as a regional airline pilot, though, it's a bit of a handicap. We have a lot of early morning report times, especially in the ultra-efficient trips I like to bid, and I have to work to adjust my body clock accordingly. I can usually function well on six hours of sleep, assuming I started the trip without a sleep deficit, sprinkling in short naps as needed.

Even this means that those really painful 3am wake-up calls for a 4am showtime require getting to sleep by 9pm, which is quite early for me.  Last week I had one of those in Bismark, North Dakota, for a 5am flight to Minneapolis followed by an east coast turn. I was in bed by 9pm, and tossed and turned for hours on end before finally falling asleep, only to be jolted awake by my alarm clock seemingly only minutes later. A hot shower did little to clear the fog. I fought the nods during the 15-minute van ride to the airport. I chugged two cups of coffee before departure time. By the time we pushed back, I was wide awake and ready to assume my Captainly duties of groping around a dark, uncontrolled field under construction and then taking off into inky skies and darting around a large line of storms - but the fatigue was still palpable, a slow steady hiss in the back of my head that grew louder as the flight went on. By the time we were descending into Minneapolis, I was contemplating the possibility of a fatigue call to crew scheduling. They wouldn't like that this early.

 Minneapolis was appropriately quiet at 6am and approach control almost immediately cleared us to 4000 feet; I hustled down, anticipating a short approach. As we leveled, I spun the speed selector back to 200 knots, and at an appropriate speed commanded "Flaps 1." The FO reached for the flap handle and slid it back into the first detente. Normally this results in a 10-second sequence of the slats moving 15 degrees down, followed by 5 degrees of flaps, during which the airplane pitches down appreciably as the lift devices enable a lower angle of attack. Instead we were immediately rewarded with a loud "ding!," flashing yellow master caution lights, and four messages displayed on the EICAS:

SLAT FAIL

SPOILER FAULT

AOA LIMIT FAIL

SHAKER ANTICIPATED

As I reached to press the caution switchlight to cancel the alarm, the first thought that sprung into my head was "why now!?" Readers who have flown the CRJ series will laugh at this, but I've never had to do a real-life zero-flap landing in the JungleBus. I've had a few friends who've done it, and they said it wasn't too bad, but things happen pretty quickly and you touch down uncomfortably close to the JungleBus' 195 knot maximum tire speed. It didn't sound like something I really cared to do with my brain fogged in from lack of sleep and the still-early hour. This indulgence lasted for maybe two seconds before a deeply-seated imperative forced its way up through my sleep-clouded consciousness and crowded everything else out: "QRH!"

"I have the airplane and the radios. Slat Fail QRH, please." The FO already had the spiral-bound, plastic-tabbed rectangular booklet that is the JungleBus' Quick Reference Handbook out and was thumbing to the appropriate page. The Slat Fail checklist seemed like the natural place to start, as the failure happened while we were deploying slats and the other messages were all related to them. I spun the airspeed back up a few knots to give us more margin from the now-undepicted stall speed. While the FO began reading the checklist, I told Minneapolis approach that we had a malfunction we needed to diagnose and requested an extended downwind. No problem, the controller said, and asked if we were declaring an emergency. "Not at this time, but we'll keep you posted." A zero-flap landing would likely merit the precaution of rolling the trucks. 

It turned out to be unnecessary. The very first step in the QRH was to return the slat/flap handle to its last position - UP - and see if the messages cleared. They did. The second step was to extend the slats again and see if the messages returned. The slats and flaps deployed normally this time. "Proceed with normal operations." QRH complete. We thanked Minneapolis Approach for their assistance, and they turned us onto a 25 mile final for an easy visual to 30R. 

So it turned out to be a complete nonevent, one of those things that happens pretty routinely when flying an electronic airplane like the JungleBus, a quick control-alt-delete fix-it. It's doubtful any of our passengers even noticed the extended downwind. It was part of the "almost nothing worth blogging about" I mentioned in my last post. It didn't even interrupt our trip, for although I wrote up the malfunction and it almost certainly required computer replacement as it was the second occurrence in four days, we were scheduled to swap to another airplane anyways. The primary, rather agreeable result of the incident was to provide just enough of a diversion to jolt me into full useful consciousness. I didn't feel the least bit tired afterwards, and flew a pleasant turn to Hartford and back to finish the trip. 

But that's really the point of the procedural, aircraft, and training safety systems we have in place. They turn most potential events into non-events, because there's seldom any doubt about what to do. Even a fatigue-addled brain automatically knows through repetition to fly the airplane, call for the QRH, and coordinate with ATC while the non-flying pilot runs the checklist. Had the slats not healed themselves and we actually had to perform a zero-flap landing, even this would have been relatively easy because the guidance on how to do it is quite explicit, and I've done it a number of times in the simulator. Over the years, I've occasionally decried the lack of emphasis on stick and rudder skills and common sense in pilot training, but the flip coin to that is that turning airline pilots into checklist-reading automatons has itself undoubtedly done a great deal for safety.

A Summer Aloft

A long, hot Minnesota summer is rapidly drawing to a close, although nobody has informed the weather gods just yet - it's nearly 90 degrees in Minneapolis as I write. Dawn is back in her sweltering, non-air conditioned classroom, preparing for a fresh onslaught of restless seventh graders after Labor Day. Soon enough her kids will be settled in and learning their algebra, the air will turn crisp, and the leaves will summon one last burst of brilliance before falling to be buried by the first snowfall. A long, hot summer that passed too quickly and slipped away too soon, as Minnesota summers do.

As it happened, a good portion of it wasn't even spent in Minnesota. There was work, of course, with several 90+ hour months despite my best intentions to fly as little as possible; my airline had an unexpected spike in block hours and it was "all hands on deck." The work was good, though, with a lot of west coast flying and the attendant good weather and interesting scenery and fun layovers and almost nothing worth blogging about. I was hassled by surprisingly few thunderstorms even when my trips loitered in the midwest or strayed east. And despite the heavy workload, I found the time to take a ten-day whirlwind tour of Italy with my younger brother Steve and a friend of his.

The rest of my free time was filled with family functions and motorcycle rides and camping and road trips and days on Lake Minnetonka - for Steve and I bought an old sailboat, currently parked in our driveway to Dawn's dismay. But none of these were as central to my summer as was flying - not button-pushing or cockpit managing or whatever you want to call what I do for work, but flying! I had not one but two classic birds "of my own" to take up, and I took them up as much as possible. It was the most just-for-fun flying I've ever done. The only time I came close was in the summer of 1999, between high school and college, when I flew as much as my minimum-wage job could support.

We took the Cessna 170 to Dawn's family reunion in Glenwood, and later to visit her parents and pick up our nephew in Wheaton. We took the 170 to EAA Oshkosh and camped under her wing for three nights. We took early morning dawn patrols and late evening sunset cruises. I made countless circles of Lake Minnetonka and flybys of downtown Minneapolis skyscrapers. I took a ton of people flying: crewmembers, friends, siblings, parents, in-laws, cousins, nephews and niece, family friends, young eagles and others who'd never flown in a small plane. One beautiful Sunday a few weekends ago, I took eight people up over five flights in the 170 and the Cub.

Speaking of which, I'm beginning to get comfortable in the J-3, and I'm really starting to appreciate what a good, honest little airplane it is. Hand-propping is getting easier, and it'll usually start on the first or second blade. Dawn finding the back seat much easier to get into, I've started flying it from the front seat, an entirely different experience. Our flights are usually local to Airlake, with occasional meanderings across the cornfields to the grass strips at Stanton or Wipline. The door stays open, making warm days comfortable and encouraging the occasional friendly wave to boaters and farmers peering skyward at our little yellow airplane. Even my mom, who generally dislikes small planes and has only flown with me thrice, loved the Cub, open door and all. So did my nine-year-old nephew Dylan, who I recently took to Stanton in the Cub for a picnic lunch while we watched the gliders launch and recover. Dylan is well on his way to being a little airplane fanatic.

The Cub is a delightfully easy plane to land, particularly when wheel-landing it, and it handles crosswinds much better than its light construction would seem to suggest. In the 170, my wheel landings have improved dramatically with practice, proving that my previous bouncers weren't entirely the steel spring landing gear's fault. My approach and landing to 18R at Oshkosh - a tight left base to a 3-pointer right on the pink dot - was a thing of beauty. I did have a well-worn tailwheel tire blow out on landing at PNM, which was an interesting experience to say the least, but I kept the ole 170 out of the weeds. Guess my preflights should be a little more critical, eh? Learning to fly these old airplanes better has been a rewarding part of my summer aloft.

With Dawn going back to school and the temperatures dropping and the days shortening, I figure the flying will drop off a bit. The 170 will get moved back to Buffalo, and we'll be closing the Cub's door more often. Still, there are the fall colors to look forward to, and then the possibility of flying the 170 on skis if we get more snow this winter than last. And even if I don't get up as much as I'd like, I have many wonderful memories of warm evenings spent soaring low over golden wheatfields and rustling oaks and sun-speckled lakes to last me through the long, dark Minnesota winter.

 

Return of the Yellow Cub

With the spring rains tapering off and the arrival of another gorgeous Minnesota summer, I've been flying a lot. I should rephrase that: I've been flying a lot for fun. It should go without saying that I've been flying a lot for work - and work it has been, with all the thunderstorms to dodge. No, on my days off I've had the Cessna 170 up quite a bit. I've taken Dawn on romantic sunset rides, brought friends on tours of Lake Minnetonka and the Twin Cities, gone up solo to practice landings, and did a bit of formation flying with my friend Logan and his club 1946 Piper J3 Cub to various grass strips around the area. I've even taken up First Officers up while playing hookey during lengthy MSP "productivity breaks" (and yes, I've received a few strange looks preflighting the Cessna in full NewCo uniform). All the practice has helped hone my taildragger wrangling skills - I'm even making decent wheel landings on pavement with the 170s notoriously bouncy steel spring landing gear.

I really enjoy flying the 170, but that said, it's never given me the sensation of pure, unadulterated stick-and-rudder fun that comes from flying the Cub. Fortunately, I've been able to fly the Cub with Logan from time to time (and he with me in the 170). That came to an end last month when Logan announced that he was moving back to his hometown of Chicago and selling his 1/12th share of the Cub. He offered it to me first. It was a very good deal, the club is well run and enjoys good finances, the plane is extremely cheap to run, and I realized that for most of the kind of small-plane flying I do, a Cub can't be beat. I bought the share, and last weekend got checked out by the club's instructor. This Wednesday I took Dawn for her first sunset cruise on a warm evening with the door and windows open. It was lovely.

So, now I'm a bona fide airplane owner, even if it's only 1/12th of an airplane. I suppose this is another intermediate step to Dawn and I someday owning a little Cub or Champ or Luscombe of our own. In the meantime, I'm looking forward to having lots of adventures with this one, as well as the 170 when I have more than one passenger or want to venture further afield. I'm tempted to bring the Cub to Oshkosh this year for the planned 75th anniversary celebration, but it's a bit far to take such a slow airplane (and there's no room for camping gear) so I'll likely fly the 170 into OSH again. The rest of the summer, though, I plan to keep the Cub busy terrorizing the grass strips of Minnesota!

Delayed

When I think about all the complexities of an airline, all the moving parts that need to work together for a flight to get out, and how "lean" most operations are these days, I'm frankly amazed that we ever run on time. Yet, this is the case far more often than not. The U.S. Department of Transportation has collected data on airline performance since 1995, and most years at least 75% of airline flights operated on-time (defined as arrival within 14 minutes of scheduled time). So far this year we're at nearly 84%. Typically between 1% and 3% of flights are cancelled, and around 1 in 500 are diverted enroute.

NewCo turns in frequent on-time performance of 90% or more, but it's not necessarily due to superior management or pilots (as much as I'd like to claim the latter). It's mostly a function of where we fly. I've landed the JungleBus at 83 airports in 40 states and five Canadian provinces, which is amazing for a small airline of 42 airplanes (and there are a dozen additional destinations I've never landed at). This is because WidgetCo is a bit schizophrenic about how to use us, as they are with all ten of their regional partners. Right now we're doing a lot of west coast flying out of Salt Lake City, which is very good for on-time performance. Last year, though, we did a lot of flying up and down the east coast out of Washington-National Airport. The year before that, we did a ton of flying out of New York's LaGuardia Airport, to the extent that we nearly opened a crew base there. Our on-time rating took a huge hit then.

The northeast airports - particularly PHL, EWR, LGA, JFK, and BOS - have the most air traffic congestion, along with mega-hubs ORD and ATL. This has such a big impact on airline operations that when WidgetCo wanted to rid themselves of a troublesome long-term contract with Mesa Airlines, they simply moved their airplanes to JFK, waited for the inevitable, and then terminated the contract for poor performance. During JFKs evening peak, a two-hour taxi is fairly common - and that's without weather. In the summer, a single air-mass thunderstorm 100 miles west can shut down most departures. In the winter, it doesn't take much snow to bring ground traffic to a grinding halt. The DOT's three-hour rule further complicates things. Even on decent weather days, it's pretty common to have a EDCT (Expect Departure Clearance Time) to the northeast airports.

Most places outside the northeast, though, delays are usually weather-related, and tend to vary seasonally. Minneapolis, Chicago, and Detroit suffer in the winter. Thunderstorms regularly shut down Dallas and Atlanta in the spring and summer. Los Angeles hums right along in all seasons.

Behind weather and air traffic control, unplanned maintenance is a common cause of delays. Most of the time, airplanes are scheduled for maximum utilization with few breaks, so any unplanned maintenance results in a rolling delay for the rest of the day unless the airline has a spare airframe handy somewhere along the way. For this reason, many minor items can be deferred for later repair through the use of a Minimum Equipment List (MEL). When I find that something has broken, the first thing I reach for is the MEL book, followed shortly thereafter by the aircraft logbook and my phone to call Maintenance Control. We discuss whether the discrepancy can be deferred, whether it should be deferred, and if not, what our plan of action is. I try to get an estimate of how long it'll take mechanics to arrive at the airplane and how long it will then take them to either fix the discrepancy or at least arrive at a diagnosis. If passengers on board, I try to give them an update on our status every fifteen minutes or so. If we haven't started boarding, I pass along information to the gate agent.

With experience, one develops a sense of which maintenance problems will be resolved quickly and which ones will have you sitting a while, and you can act accordingly. With a long anticipated delay, both passengers and cabin crew will be happier with the passengers off the airplane. If at a hub, I'll start bugging dispatch about getting a different airplane in these cases. If I think it'll be resolved quickly, I'll start or continue boarding and have everything ready to go on my end as soon as we get the logbook back. It's important to communicate with the ground crew, as they otherwise often get left out of the loop and will wander off to other airplanes; you can find yourself finally ready to go but with no personnel to load the last bags or push back the aircraft. Over time, I've learned to overestimate maintenance delays when talking to passengers, as they have a way of dragging out long than expected; best to under-promise and over-deliver.

In my experience, the most common source of delays is simply receiving the airplane late from another crew at the start of your day. I've had days where this has occurred three times, every time I had a plane swap. It's frustrating, especially during an already-long day when delays cut into already-short rest time.

Once delayed, your goal is to get back on-time or as close to it as possible, although always within the bounds of safety. It is possible to get so fixated with going fast that you make mistakes. There are usually some easy, common-sense steps, though. You can request a more convenient runway from ATC. You can request more direct routing from center. You can change your altitude based on aircraft performance and winds aloft, and you can fly at a faster cruise mach number. This may result in worse efficiency, but sometimes it's worth it to get the airplane back on time - particularly early in the day, when making up fifteen minutes makes all subsequent flights that day fifteen minutes closer to on-time. On long flights that tend to be over-blocked, it's possible to make up 30 to 45 minutes in one flight. That said, it's important is to make sure you don't short yourself on fuel you might need later. I'm far more likely to cruise at Mach .81 and FL300 going to Billings on a clear day than I am going to Newark with forecast thunderstorms. You need to coordinate with your dispatcher, and take on extra fuel if necessary.

The other time to make up delays is on subsequent ground turns. The key here is communicating with ground personnel. They'll know you're coming in late, but expressing the need for a quick turn and the crew's willingness to pitch in helps put them in high gear. Small things like starting the APU early to shut the engines down quickly, helping clean the cabin, and running gate-check bags out to the rampers can help shave off minutes.

One thing I do find a bit ludicrous is the obsession many airlines, most gate agents, and some pilots have with "On-Time Zero" or "D-0," basically making sure the airplane isn't even one minute late in departing. Some people go to extraordinary lengths to get the door closed and the parking brake dropped by departure time, even if there's still a lot that needs to be done and the airplane can't actually move for another five or ten minutes. Mind you, all that's at stake is the airline's own internal records. So far as the DOT is concerned, the airplane is on-time until it's fifteen minutes late. The gate agent, however, is often called to account by their supervisors if the plane is even one minute late. This was particularly bad at Northwest; Widget is a bit less extreme about it, although some gate agents still get really wrapped around the axle about it. My own philosophy is that I'll do my job efficiently and will do what I can to help get the flight out on time, but won't cut corners just for the sake of some meaningless internal record that has absolutely no effect on whether we actually get to our destination on-time or not. I've been called by the chief pilots office over very minor delays in the past, and that's always the answer I've given them. I've never been in trouble over it.

As you can see, most delays are out of the crew's control, and we typically do a lot to help mitigate them. There is one exception to this rule: a withdrawal of enthusiasm, or WOE. It usually occurs during contentious contract negotiations. The idea is that if the company is stonewalling or applying undue pressure to the pilot group, the pilots do their job as defined in the contract, and nothing more. You don't have to try to deliberately delay the airline, that takes care of itself. You simply fly the same way whether the plane is delayed or not. Because airlines have become so used to pilots going above and beyond and have built their schedules accordingly, the operation falls apart when the pilots don't make the extra effort. It can be very effective; as recently as 2007 a WOE campaign resulted in Northwest deleting some of the most onerous provisions of their pilots' bankruptcy contract. Whether it's legal is another matter entirely, as a number of judges have ruled that even a withdrawal of enthusiasm constitutes an illegal work action under the Railway Labor Act. This interpretation, however, hinges on the WOE being coordinated. It's apparently hard for management and their accomplices in the legal profession to imagine that pilots who are being told how little they are worth to their companies might be a bit less than willing to go the extra mile, on their own and without the urging of their union.

End Game

Well my, it's certainly been an interesting few weeks in the old "bums in seats" business, eh? WidgetCo pilots started contract negotiations about six months early, Southwest/Airtran possibly reached a deal with WidgetCo to offload their MD-95s B-717s, and the UCAL pilots got so fed up with their own joint contract negotiations that they announced they'll be seeking a release to strike from the NMB (good luck!). The biggest and juiciest piece of news involved the APA and several other unions at American Airlines forming an unholy alliance with USAirways' "Drunk Dougie" Parker to potentially disrupt Tom Horton & Co's plans to rape and pillage the employees in bankruptcy court. Under the agreement, the AA employees will lend their considerable influence on the creditors' committee in support of a merger with USAirways in exchange for slight raises (as opposed to the 20%+ cuts AA is seeking). It's not that AA management is opposed to a merger; they just want to wring every possible cent in bonuses, stock options, and golden parachutes out of the bankruptcy process before they do it. I think we'll see a few more twists before this particular chapter is through.

Of most interest to me, however, was Pinnacle Airline Corp's own bankruptcy filing on April 1. This is the second bankruptcy filing in several years by a major regional holding company (the first being Mesa) and it reflects the huge challenges that have developed across the entire regional airline industry in recent years. I first wrote about these challenges two years ago, and was accused by a few readers of being a negative Nellie (although I personally consider the regionals' demise to be a net positive for aspiring airline pilots). The trends I noted then have continued and intensified. The regionals' cost structures have continued to increase, major airlines have continued to cancel and not renew contracts for 40-50 seat feed, and additional growth in the 70-90 seat segment has been extremely limited due to scope constraints.

The regional airline industry has tried numerous strategies to cope with these challenges, with dubious results. One idea is to branch out from fee-per-departure flying to perform at-risk independent flying, sometimes with larger aircraft. ACA tried this with Independence Air, ExpressJet attempted their own brand, and Mesa entered the intra-Hawaii market with go!. All were failures. A variation on this strategy is to purchase a mainline carrier to essentially act as a shock absorber for surplus regional aircraft and a hedge against losses from fee-per-departure operations. Republic Airways Holdings did this by purchasing bankrupt carriers (and erstwhile clients) Midwest Airlines and Frontier Airlines and replacing some of the mainline service with Republic-operated E190s and E145s. It hasn't worked out well, with Frontier posting consistent losses and RAH now looking to spin them off.

The other tack taken has been to acquire multiple additional certificates as a means of diversifying one's contract portfolio, reducing one's exposure to the tumultuous 50-seat market, and as a means of securing 70-90 seat growth. Skywest started the consolidation trend with their purchase of ASA and then ExpressJet. The usually-profitable Skywest subsequently posted a loss in 2011. The company I call Osage Holdings started a new certificate ("Pariah Air") and then bought my own airline, NewCo, from WidgetCo in July 2010, an event I wrote about a few months later in the context of industry consolidation. Osage is privately owned and does not file SEC reports, so I have no idea how that's working out for them.

Pinnacle Airlines, meanwhile, purchased Colgan Air in 2007 and Mesaba Airlines (from WidgetCo) in July 2010. It made sense at the time; Colgan diversified Pinnacle's portfolio to include Continental Airlines and the Q400 airframe, while Mesaba decreased Pinnacle's exposure to the 50-seat market. The Mesaba acquisition was at a particularly attractive price, and was financed by WidgetCo, but involved a new fee-per-departure agreement that was not made public at the time but apparently included industry-low compensation rates. This was WidgetCo's quid pro quo for Pinnacle expanding their 70-90 seat business. Unfortunately, it meant Pinnacle began hemorrhaging money when merging the airlines proved costlier than expected. In the first months of the year, Pinnacle tried renegotiating their contracts to stave off bankruptcy. WidgetCo refused to modify the agreements, and Pinnacle filed bankruptcy on April 1.

Here's where things get really fascinating. The bankruptcy filing included $74 million in debtor-in-possession financing by none other than, you guessed it, WidgetCo. Pinnacle announced that among other things, this money would repay a $44 million debt owed to, yep, WidgetCo - so that WidgetCo needn't vie with other creditors for repayment. Pinnacle then moved to terminate its feed agreements with United/Continental and USAirways - incidentally killing the entire Colgan operation and leaving a gaping hole in United's Newark feed at the same time Widget is ramping up operations at LaGuardia - and reject the associated aircraft leases. There is widespread speculation that Pinnacle will emerge from bankruptcy as a whole-owned subsidiary of WidgetCo.

If this all seems a little familiar, it's because we've heard this story before. In 2005, Northwest Airlines filed for bankruptcy and stopped payments to longtime contractor Mesaba Airlines. It forced the otherwise healthy Mesaba into bankruptcy, where Northwest bought them for pennies on the dollar. WidgetCo inherited Mesaba in the merger, then sold them off to Pinnacle, thereby sowing the seeds of Pinnacle's demise. In any other country this would be a national scandal. Here, playing dirty pool is just good business. I fully expect other major airlines to follow suit in dealing with their own costly regional contractors and unwanted 50-seat feed. Consolidation having failed, the regional airlines are essentially left without any good options for survival.

I feel very badly for the hundreds of Pinnacle, Colgan, and Mesaba pilots who are soon to be out of jobs, downgraded, or displaced - particularly Mesaba pilots, given their recent history. At the same time, the majors are essentially tearing down a system that they themselves created. It was natural that they would maintain it only as long as it was advantageous to do so - which it manifestly is not in a world with $105+/bbl oil and consolidated mega-airlines. I think there will always be a certain role for regional airlines, but it's going to be a niche rather than as the mainstay of major airlines' domestic networks. For those pilots who have seen the two-tier system up close and experienced the havoc it has wrought on the piloting profession, the destruction of that system can only be a good thing. It will ultimately mean more jobs at the major airline level, less downward pressure on those jobs' wages, and very possibly a shorter career path to the majors.